TR9701-CS 970326Sverdrup
Civil, Inc. - Dallas, Texas Office
4311 Oak Lawn ~ Suite 300
Dallas, TX 75219 ~ Tele: (214) 520-2116 ~ Fax: (214) 521-3539
MEETING MEMORANDUM NO. 13776-2
March 26, 1997
MEETING DATE: March 18, 1997
LOCATION:
City of Irving
825 West Irving Boulevard
Transportation Department Conference Room, 2nd Floor
PARTICIPANTS:
Kathy Mullins
Atul Patel
Brent Adams
Per Birdsall
Tony Tramel
Jeremy Wyndham
City of Irving
City of Coppell
City of Coppell
City of Coppell
DeShazo, Tang & Associates
Sverdrup Civil
SUBJECT:
Dallas County CMAQ Program
Project 75
Progress Review Meeting 2
Status of Data Collection:
· All data collection is complete. Sverdrup is still waiting on electronic files to make the
analysis of the traffic data more efficient. Sverdrup has manually input the turning
movement counts to create the traffic volume inputs for Synchro Professional.
· The only traffic signal timing plans that are still missing are those for Belt Line and IH 635.
Mr. Birdsall indicated that the City of Coppell had those and that he would provide them to
Sverdrup.
Discussion of Control Area Boundaries:
· Based on analysis of the traffic data and field observations, Sverdrup proposes that the
corridor be split into two principal control areas: one that includes the intersections from the
northern project limits (Parkway and Denton Tap) through the Belt Line / SH 114
interchange, and another that includes the intersections from Valley View through at least
the Belt Line and Rock Island intersection.
Dallas County CMAQ Program
Project 75
February 18, 1997
Page 2
The computer analysis program Synchro Professional makes recommendations for
coordination along a corridor based on the proximity of the intersections, traffic volumes,
the platoon dispersion and any differences in the natural cycle length. The various
coordination recommendation outputs from Synchro include the following:
"Coordination definitely not recommended";
"Coordination probably not recommended";
"Coordination probably recommended"; and
· "Coordination definitely recommended.
Based on the Synchro recommendations, the only stretches of roadway where coordination
was either probably or definitely not recommended were (1) between Lakeshore Drive and
IH 635 westbound freeway ramp, (2) between SH 114 eastbound freeway ramp and Valley
View Lane, (3) between Rock Island Road and Shady Grove Road, and (4) between Shady
Grove Road and Oakdale Road.
Mr. Wyndham offered that the stretch of roadway between Lakeshore Drive and IH 635
westbound freeway ramp should be coordinated due to the amount of traffic coming from
Coppell through that interchange. In addition, the stretch of roadway between SH 114
eastbound fi'eeway ramp and Valley View Lane appears to be a good control area boundary,
based on the traffic volumes and the distance between those intersections (approx. 1.1 miles).
Mr. Tramel indicated that the two southern intersections should probably be kept in the
southern control area, at least until they appear to be causing problems with the progression
through the system. Mr. Wyndham agreed.
Due to the number of signals in the southern section, it may be necessary to further subdivide
it. A possible location for that control area boundary is between Northgate Drive and Finley
Road, although the preferred solution is to keep the entire stretch south of SH 114 in one
control area.
Discussion of the Number of Timing Plans Needed for the Corridor:
· One of the outputs provided by Synchro is the "natural cycle length." This characteristic is
an indication of how much time is needed to properly serve all of the traffic at an isolated
intersection, and does not take coordination, platooning or phasing into consideration.
· The natural cycle length is one indication of the difference in traffic volumes throughout the
day, and as such is one indication of the number of different timing plans needed along the
corridor. Another indication of the number of timing plans needed is the variation in traffic
volumes along the main street. These data will be available as soon as the electronic files
are received from the traffic data collection subconsultant.
'I ]- I 'I - I
Dallas County CMAQ Program
Project 75
February 18, 1997
Page 3
· Based on the traffic data collected and the field observations, we expect that the northern
control area will require AM and PM Peak Hour timing plans and an Off-Peak plan that uses
a shorter cycle length than the existing 80 second and 85 second plans. Although this shorter
cycle length may require that the controller be tolerant of coordination splits that are shorter
than the pedestrian crossing time requirements, it should be possible with the existing
controllers. This section appears to be highly directional and could therefore benefit from
weighted progression that would favor the southbound traffic in the AM Peak Hour and the
northbound direction in the PM Peak Hour.
· Based on the information available to date, it appears that the AM Peak Hour cycle length
needs to be around 100 seconds, the PM Peak Hour cycle length could stay near the existing
85 second cycle length, and the Off-Peak cycle length could be as low as the controller and
phasing would allow.
· For the southern control area we anticipate AM and PM Peak Hour timing plans, a Noon
Peak plan, an Off-Peak plan and a Saturday plan. The existing Off-Peak plan appears to be
functioning very well for the traffic during the weekday mid-afternoon. The proposed Off-
Peak Plan is expected to be similar to the existing plan, but modified to include the additional
signals on the north and south ends of the control area. Based on the information available
to date, the AM Peak Hour cycle length would need to be around 100 seconds, the PM Peak
Hour cycle length would need to be around 80 to 90 seconds, the Off-Peak cycle length
would need to be around 60 seconds and the Saturday plan would need to be around 120
seconds.
· Ms. Mullins asked how the additional traffic signals on the southern end of the southem
control area would be coordinated with the ones that are interconnected (north of Pioneer).
Mr. Tramel indicated that they would probably need to be coordinated using Time Based
Coordination.
o Mr. Patel asked ifa Saturday timing plan was warranted for the intersection of Denton Tap
Road and Sandy Lake Road, considering the number of shopping areas in the area. Mr.
Tramel stated that he felt that the impact of shopping centers is generally not substantial
enough to actually warrant a separate timing plan.
Presentation of Technical Memoranda Binders:
· Mr. Tramel presented the 3-ring binders to the Cities. At this time, the binders contained all
of the print-outs of the data collection, as well as a cover sheet and a draft Table of Contents
for the sections to come.
"[ T' '! II '-
Dallas County CMAQ Program
Project 75
February 18, 1997
Page 4
Next Meeting:
The next meeting was set for:
April 15, 1997
2:00 PM - 3:00 PM
City of Coppell
255 Parkway Boulevard
1 st Floor Conference Room
These minutes have been prepared by Jeremy Wyndham (214) 520-2116, and are considered
accurate unless the author is notified within 10 days of the preparation date.
Attachment: Sign-In Sheet
Distribute to:
All present
Jesse Hembree
Ivan Nicodemus
Karen Jones
Don Cranford
Moosa Saghian
Gerry de Camp
Mark Goode
File
DALLAS COUNTY
CMAQ PROGRAM
PROJECT REVIEW MEETING 2
SVERDRUP CIVIL, INC.
PROJECT #75
SIGN-IN SHEET
MARCH 18, 1997
Tony Tramel DeShazo, Tang & Assoc. (214) 748-6740
Atul Patel City of Coppell (972) 304-3682
Per Birdsall City of Coppell (972) 304-3545
Brent O. Adams City of Coppell (972) 304-3550
Jim Driscoll City of Irving (972) 721-2646
Kathy Mullins City of Irving (972) 721-2646
Jesse Hembree City of Irving (972) 721-2291
Mark Goode Sverdrup Civil, Inc. (214) 520-2116
,,,Igi'emy Wyndham Sverdrup Civil, Inc. (214) 520-2116
Ivan Nicodemus Parsons Brinckerhoff (214) 747-6336 ext. 26
Karen Jones Parsons Brinckerhoff (214) 747-6336 ext. 25
Jim Bernier Parsons Brinckerhoff (214) 747-6336 ext. 31
James Allen ARS Engineers (214) 747-6336 ext. 30
Don Cranford Dallas County (214) 653-7151
Moosa Saghian TxDOT (214) 320-4435